A corpora



Sept. 14 1926.

J. J. HOGAN GAS ENGINE Filed Jan. 8, 1925 IYNVENTOR ATTORNEY! PatentedSept.

on was 1.1g

4 Jenn ';I. m a 1 wnsrrrnnn'nnw see F E-Q s EY, Assrcrnom BY MnsnnAssIGN'MEnrs,

T0 OIL nlarge-u n*rownnocrarany, on PLAINEIELD, NEW JERSEY, A, conr'onA-Tron or news an,

V f lwhpplication filed; January 1 My invention-relates to certainimprove 'ments in internal combustion engines." lt consistsmainlyin anew form vof valve mechanism which operates in. a unique manner so as tocontrol both thejintalre and the exhaust and so as to cause the enginetoiunction after the manner of a so-called two cycle engine. By my, newand improvedconstrue :tion many-advantages are attained aswillhereinafter "appear- P e In the accompanying drawings I have illustrateddiagrammatically onlysuch parts,

Figure Ellis a third view {of the same parts.

indicating thepiston at the loweren'd of its Figure 4 isfla'similar viewshowing the indicated as approximatelyhaltway up on its compressionstroke. r

' Y1 representsa working cylinderhaving a working piston 2 therein''represents'a crank shaft; 4 represents a connecting rod 'betweenth'e'working piston and said crank shaft. At one side ot the working cylinderi'sqa valve ,chamber' in' which there is 'located'j arojtatable valvefil jThis valve 5 is rotated byany suitable means 1'such' as for"example a drive chain 6"'corinected with the crank shaftf Thevalvedriving meansisf'so timed that the'val-Ve 'Willjjhe rotated atone-third ofthe speed ofrotationotthe crank shaft, 'fthat is 'to sayg atone-third engine speed. 7 conventionallyrepresents an igniter'such' asasp'ark plug which functions in the usual manner. 8 representsanintakeport leadging to the valve chamber fronrany suitahle (source ofgas supply." ,9 represents an ere, haust port leading from the valvechamber 1 to atmosphere. l O-represents -a;port which f connects thevalve'jchamber, with the interior of the working cylinder 1''. a; b andc represe nta l'series ofjpas'sages; in the side of the,

" valve 5 7 which nine ies to 'i connect certain ens interns.

3, 1925.1 Serial No. L147.

ports at certain timesfor certainpurposes as will later appear. 11' iswhat I will terma pumping cylinder, the same being, preterably locatedat the lower end of the working cylinder-l and being 01 a largerdiameter and preferably of larger capacity-than the working cylinder. 12represents a pumping piston i Isa-953e,

operating in the-pumping cylinder 11 said pumping; piston beingpreferably connected [to the lower end of the working piston. 14

represents a port leading from the yalve chamber to the interior of thepumping cylind-erll. The various parts are assembled on any suitablejengine frame in any well known mannerl It will be understood that Ihave described and shown only a p'reierred iorm and arrangement of thevalhave illustrated anddescribed' the in-- evention in connection withonly one cylinder unit but it lsobvio-us that thenumher of cylinderunits employed may be increased asv desired. Where more than one'isemployed the usual manifolds for the intake and exhaust ports wouldnaturally be em- 'ployede v partsin atourth position the piston beingOperation.fstarting -with the parts as shown in, Figure-1. It may beassumed that the pistonfisat the top-0t its stroke, with live gas inthecom'bu'stion chamber under stroke. This causes valve5 to turn, sothat passage a therein will connect ports 8 and 14 whereby, as thepumping piston l2fdescends, more live gas will be drawn into the pumpingcylinder 11 from the supply source.

ilFigure 2 indicates the piston as halt way nd ownon this power strokeiVhen [the piston' reaches the endof this f power stroke, asindicated inFigure 3, it will {be noted that the Valve 5 has closed port 8 and thatthe passage a will have been moved to such a position that it willshortly open port lOl-an d put" it in communication with port 14*, asshown in Figure at. As soon as this occurs the ascending piston?) causesthe live gaswithinthepumping cylinder 11 t0 beforced through port 15L,passage a, and port 10 into the combustion chamber-of the workingcylinder 1. Just before the piston reaches the top'o f this; returnstroke,v the valve 5 will cut off the port 14 from the port 10 so thatwhen the charge now contained in the combustion chamber is ignitechitsentire energy will be expended against the piston 2, causing it todescend on the next power stroke. This movement causes the valve 5 tocontinue to revolve so as to shift the passage a in a clockwisedirection toward the ex haust port- 9 which opens to atmosphere. Whenthe piston has reached the bottom of its stroke, as shownin Figure 3,the passage (6 will be in such a position as to shortly put the port 10in communication with atmosphere through the exhaust port 9. This occursas soon as the piston 2 ascends slightly on its return stroke wherebydead gases now contained in cylinder 1 will be released and quicklyexhausted through the port 10, passage a and port 9. T o exhaust thisdead gas requires but a moment, and immediately thereafter the valve 5will cutoff the port- 10; from the exhaust port 9 and again put port 10in communication with the port 14 through the medium of passage Z) sothat the combustion chamber may be filled with the next charge of livegas during the balance of the return stroke of the piston.

From the foregoing it will be seen that the valve passages a, Z), and 0,operate successively to function as, above described, each passageoperating alternately as an intake and exhaust passage. The port 10 alsooperates alternately as an intake and exhaust port.

It is preferable that the capacity of the pumping cylinder 11 besomewhat greater than the capacity of the working cylinder so that asupercharge of gas will be injected into the latter on each returnstroke of the piston 12.

By providing the intake and exhaust for the working cylinder in theupper part of the combustion chamber, the usual exhaust outlet commonlyfound near the bottom of the working cylinder (in engines of the twocycle type) is avoided and hence the force of the expa iding gas mayexert itselfagainst the working piston throughout its entire downstroke, which obviously is a feature of i great advantage.

By causing the valve to move at only onethird engine speed, wear thereonis greatly reduced. Furthermore, since only a comparatively small partof the valve is exposed tov contact with hot gases at any one time,

the temperature of the valve is easily kept within safe limits greatlysimplifying the problem of lubrication and avoiding the danger ofoverheating, burning or warping.

hat I claim is: 1. In an internal combustion engine, a

-working cylinder and a piston therein, a

pumping cylinder and a piston therein, a valve chamber having one portleading to the working cylinder, another to the pumpthen connect thepumping cylinder with the worring cylinder, and to then connect theworking cylinder with the port to atmosphere.

2. In an internal combustion engine, a working cylinder and a pistontherein, a pumping cylinder and a piston therein, a valve chamber havingports therein to admit into said chamber, to transfer gas therefrom tosaid pumping cylinder, to admit gas to the working cylinder from thevalve chamber and to discharge gas from said chamber to the atmosphere,a rotatable valve in said chamber, said valve operating to first connectthe gas supply port with the pumping cylinder, to then connect thepumping cylinder with the working cylinder and to then connect theworking cylinder with the port to atmosphere with means to rotate saidvalve at one-third engine speed. i

3. In an engine of the two cycle type, a cylinder, a single valve havinga plurality of passages therein for controlling the ads mission of livegas tosaid cylinder and the exhaust of dead gas therefrom, with meansfor operating said valve at one-third engine speed. 7

41:. In an engine of the two cycle type, a cylinder, a rotatable valvehaving three independentpassages therein for controlling the admissionoflive gas to said cylinder and the exhaust of dead gas therefrom, withmeans for rotating said valve at one-third engine speed. v V

5. In an internal combustion engine of the two cycle type, a workingcylinder having a combustion chamber and having a port lo- 6. In an twocycle engine, a cylinder, a

piston, a combined inlet and exhaust port in the head of said cylinder,valve mechanism therefor, means for feeding gas under pressure into saidcylinder from a source of supply, said valve mechanism closing the firstmentioned port during the full power stroke of the piston and openingsaid portfor exhaust purposes for the first part only of the returnstroke and then opening said cylinder to said gas feeding ineans forasub stantial part of the balance, of'the same re turn stroke. 1

' f therefor, meansffor feeding gas under pres 7 In a tWo cycle engine,acylindena 1558-, j

ton, a combined inlet and exhaust port inthe head of said cylinder,valve mechanism sure into said cylinderfroin a source of supply, saidvalvemechanism closing the first mentioned port during, the full powerstroke of the piston and'opening said port for X- haust purposes forthefirst part only of'the return stroke and then opening said cylinder tosaid gas feeding means for a substantial part of the balance of the samereturn stroke,

said valve mechanism also opening said gas feed ng means to a source ofgas supply" during the power stroke ofthe piston Wherey said feedingmeans Wlll bG charged dur ing said perio 1 8. In anengine of the twocycle type, a

Working cylinder, a single valve for controlling the admission of livegas to said cylinder and the exhaustof dead gas therefrom, with meansfor. operatingsaid valve at one-third engine speed, with means fordelivering-gas under pressure into .sald vcylinlder during the admissionperiod.

'9. In an engine of the two cylinder type,

a Working cylinder, a singlevalvefor conitrollmg the admission of livegas to said cylinder and the exhaust of dead gas there from, vvith meansforoperating said Valve at one-third engine speed, With means fordeliveringgas under pressure into said cyl-.

JOHN J. HOGAN.

